U.S. patent number 11,232,707 [Application Number 17/242,977] was granted by the patent office on 2022-01-25 for incident-based traffic signal preemption and priority.
This patent grant is currently assigned to Global Traffic Technologies, LLC. The grantee listed for this patent is Global Traffic Technologies, LLC. Invention is credited to Christian Kulus, Chad Mack, Jared Moore.
United States Patent |
11,232,707 |
Kulus , et al. |
January 25, 2022 |
Incident-based traffic signal preemption and priority
Abstract
Controlling traffic signal preemption includes inputting to a
conditional preemption circuit, values of incident parameters that
include at least a vehicle unit identifier of a vehicle unit and an
incident priority that describes an incident. The conditional
preemption circuit determines a vehicle class based on one or more
of the plurality of incident parameters. In response to a
preemption request communicated from the vehicle unit, the
conditional preemption circuit determines whether or not the
vehicle unit qualifies for preemption at one or more intersections
based at least on the vehicle class, location of the vehicle, and
heading of the vehicle unit specified in the preemption request.
Phase selection signals are communicated to traffic signal control
circuitry at the one or more intersections in response to
determining that the vehicle unit qualifies for preemption at the
one or more intersections.
Inventors: |
Kulus; Christian (New Brighton,
MN), Mack; Chad (Durand, WI), Moore; Jared (Osprey,
FL) |
Applicant: |
Name |
City |
State |
Country |
Type |
Global Traffic Technologies, LLC |
St. Paul |
MN |
US |
|
|
Assignee: |
Global Traffic Technologies,
LLC (St. Paul, MN)
|
Family
ID: |
1000005550494 |
Appl.
No.: |
17/242,977 |
Filed: |
April 28, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
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16997292 |
Aug 19, 2020 |
11030895 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08G
1/087 (20130101); G08G 1/083 (20130101); G08G
1/017 (20130101); G08G 1/08 (20130101) |
Current International
Class: |
G08G
1/087 (20060101); G08G 1/017 (20060101); G08G
1/083 (20060101); G08G 1/08 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Other References
USPTO/ISA. International Search Report and Written Opinion dated
Jul. 27, 2021 for related international application of the common
Applicant, PCT Application Serial No. PCT/US2021/028076, 8 pgs.
cited by applicant.
|
Primary Examiner: Nwugo; Ojiako K
Attorney, Agent or Firm: Crawford Maunu PLLC
Claims
What is claimed is:
1. A method, comprising: inputting to a conditional preemption
circuit, values of a plurality of incident parameters that include
at least a vehicle unit identifier of a vehicle unit and an
incident priority that describes an incident; determining by the
conditional preemption circuit, a vehicle class based on one or
more of the plurality of incident parameters; determining in
response to a preemption request communicated from the vehicle
unit, whether or not the vehicle unit qualifies for preemption at
one or more intersections based at least on the vehicle class,
location of the vehicle, and heading of the vehicle unit specified
in the preemption request; and communicating phase selection
signals to traffic signal control circuitry at the one or more
intersections in response to determining that the vehicle unit
qualifies for preemption at the one or more intersections.
2. The method of claim 1, further comprising: generating a
configuration message that specifies a vehicle priority
classification code for the vehicle priority class by the
conditional preemption circuit; transmitting the configuration
message from the conditional preemption circuit to the vehicle
unit; configuring the vehicle unit to operate with the vehicle
priority classification code specified in the configuration
message; transmitting the preemption request having the vehicle
priority classification code by the vehicle unit; and wherein the
determining includes determining by respective one or more of a
plurality of phase selector circuits at the one or more
intersections that the vehicle unit qualifies for traffic signal
preemption.
3. The method of claim 1, wherein the determining whether or not
the vehicle unit qualifies for preemption includes determining
whether or not the vehicle unit qualifies for preemption at the one
or more intersections by one or more processes executing on a
centralized data processing system and functioning as respective
phase selectors for the one or more intersections.
4. The method of claim 1, wherein the determining the vehicle class
includes evaluating a plurality of trigger conditions, each trigger
condition references one or more of the plurality of incident
parameters, and the evaluating determines the vehicle class in
response to any of the trigger conditions evaluating to true.
5. The method of claim 4, wherein: the one or more of the plurality
of incident parameters include an incident type, and the value of
the incident type indicates one of an alarm, a burglary, a crash, a
disturbance, a domestic dispute, a fire, a hazardous materials
emergency, or a medical emergency; the evaluating of the plurality
of trigger conditions determines the vehicle class to be a first
vehicle class in response to the incident type having a first
value; and the evaluating of the plurality of trigger conditions
determines the vehicle class to be a second vehicle class in
response to the incident type having a second value.
6. The method of claim 4, wherein: the one or more of the plurality
of incident parameters include a vehicle unit status, and the value
of the vehicle unit status indicates one of available, unavailable,
dispatched, in-route, on-scene, or off-duty; the evaluating of the
plurality of trigger conditions determines the vehicle class to be
a first vehicle class in response to the vehicle unit status having
a first value; and the evaluating of the plurality of trigger
conditions determines the vehicle class to be a second vehicle
class in response to the vehicle unit status having a second
value.
7. The method of claim 4, wherein: the one or more of the plurality
of incident parameters include a vehicle unit type, and the value
of the vehicle unit type indicates one of and animal-carrying
vehicle, a detective vehicle, a patrol vehicle, a fire vehicle, or
an emergency medical transport vehicle; the evaluating of the
plurality of trigger conditions determines the vehicle class to be
a first vehicle class in response to the vehicle unit type having a
first value; and the evaluating of the plurality of trigger
conditions determines the vehicle class to be a second vehicle
class in response to the vehicle unit type having a second
value.
8. The method of claim 1, wherein: the plurality of incident
parameters include an incident type, a vehicle unit status, and a
vehicle unit type; the determining the vehicle class includes
evaluating a plurality of trigger conditions, each trigger
condition references values of one or more of the plurality of
incident parameters and at least one trigger condition references
two or more of the plurality of incident parameters; and the
evaluating determines the vehicle class to be a first vehicle class
in response to the at least one trigger condition evaluating to
true and determines the vehicle class to be a second vehicle class
in response to another of the trigger conditions evaluating to
true.
9. A system comprising: a computer system having one or more
processors and memory configured with instructions that when
executed cause the one or more processors to perform operations
including: inputting values of a plurality of incident parameters
that include at least a vehicle unit identifier of a vehicle unit
and an incident priority that describes an incident; determining a
vehicle class based on one or more of the plurality of incident
parameters; determining in response to a preemption request
communicated from the vehicle unit, whether or not the vehicle unit
qualifies for preemption at one or more intersections based at
least on the vehicle class, location of the vehicle, and heading of
the vehicle unit specified in the preemption request; and
communicating phase selection signals to traffic signal control
circuitry at the one or more intersections in response to
determining that the vehicle unit qualifies for preemption at the
one or more intersections.
10. The system of claim 9, further comprising: a vehicle unit; a
plurality of phase selector circuits at the one or more
intersections; wherein the memory is configured with instructions
that when executed cause the one or more processors to perform
operations including: generating a configuration message that
specifies a vehicle priority classification code for the vehicle
priority class, and transmitting the configuration message to the
vehicle unit; wherein the vehicle unit is configured to: operate
with the vehicle priority classification code specified in the
configuration message, and transmit the preemption request having
the vehicle priority classification code; and wherein each of the
phase selector circuits is configured to determine whether or not
the vehicle unit qualifies for traffic signal preemption.
11. The system of claim 9, wherein the instructions for determining
whether or not the vehicle unit qualifies for preemption include
instructions for determining whether or not the vehicle unit
qualifies for preemption at the one or more intersections by one or
more processes functioning as respective phase selectors for the
one or more intersections.
12. The system of claim 9, wherein the instructions for determining
the vehicle class include instructions for evaluating a plurality
of trigger conditions, each trigger condition references one or
more of the plurality of incident parameters, and the evaluating
determines the vehicle class in response to any of the trigger
conditions evaluating to true.
13. The system of claim 12, wherein: the one or more of the
plurality of incident parameters include an incident type, and the
value of the incident type indicates one of an alarm, a burglary, a
crash, a disturbance, a domestic dispute, a fire, a hazardous
materials emergency, or a medical emergency; the instructions for
evaluating of the plurality of trigger conditions determine the
vehicle class to be a first vehicle class in response to the
incident type having a first value; and the instructions for
evaluating of the plurality of trigger conditions determine the
vehicle class to be a second vehicle class in response to the
incident type having a second value.
14. The system of claim 12, wherein: the one or more of the
plurality of incident parameters include a vehicle unit status, and
the value of the vehicle unit status indicates one of available,
unavailable, dispatched, in-route, on-scene, or off-duty; the
instructions for evaluating of the plurality of trigger conditions
determine the vehicle class to be a first vehicle class in response
to the vehicle unit status having a first value; and the
instructions for evaluating of the plurality of trigger conditions
determine the vehicle class to be a second vehicle class in
response to the vehicle unit status having a second value.
15. The system of claim 12, wherein: the one or more of the
plurality of incident parameters include a vehicle unit type, and
the value of the vehicle unit type indicates one of and
animal-carrying vehicle, a detective vehicle, a patrol vehicle, a
fire vehicle, or an emergency medical transport vehicle; the
instructions for evaluating of the plurality of trigger conditions
determine the vehicle class to be a first vehicle class in response
to the vehicle unit type having a first value; and the instructions
for evaluating of the plurality of trigger conditions determine the
vehicle class to be a second vehicle class in response to the
vehicle unit type having a second value.
16. The system of claim 9, wherein: the plurality of incident
parameters include an incident type, a vehicle unit status, and a
vehicle unit type; the instructions for determining the vehicle
class include instructions for evaluating a plurality of trigger
conditions, each trigger condition references values of one or more
of the plurality of incident parameters and at least one trigger
condition references two or more of the plurality of incident
parameters; and the instructions for evaluating determine the
vehicle class to be a first vehicle class in response to the at
least one trigger condition evaluating to true and determines the
vehicle class to be a second vehicle class in response to another
of the trigger conditions evaluating to true.
Description
FIELD OF THE INVENTION
The disclosure generally describes methods and systems for
initiating and prioritizing signal preemption and priority requests
for controlling traffic signals.
BACKGROUND
Traffic signals have long been used to regulate the flow of traffic
at intersections. Generally, traffic signals have relied on timers
or vehicle sensors to determine when to change traffic signal
lights, thereby signaling alternating directions of traffic to
stop, and others to proceed.
Emergency vehicles, such as police cars, fire trucks and
ambulances, generally have the right to cross an intersection
against a traffic signal. Emergency vehicles have in the past
typically depended on horns, sirens and flashing lights to alert
other drivers approaching the intersection that an emergency
vehicle intends to cross the intersection. However, due to hearing
impairment, air conditioning, audio systems and other distractions,
often the driver of a vehicle approaching an intersection will not
be aware of a warning being emitted by an approaching emergency
vehicle.
Traffic control preemption systems assist authorized vehicles
(police, fire and other public safety or transit vehicles) through
signalized intersections by making preemption requests to the
intersection controllers that control the traffic lights at the
intersections. The intersection controller may respond to the
preemption request from the vehicle by changing the intersection
lights to green in the direction of travel of the approaching
vehicle. This system improves the response time of public safety
personnel, while reducing dangerous situations at intersections
when an emergency vehicle is trying to cross on a red light. In
addition, speed and schedule efficiency can be improved for transit
vehicles.
There are presently a number of known traffic control preemption
systems that have equipment installed at certain traffic signals
and on authorized vehicles. One such system in use today is the
OPTICOM.RTM. system. This system utilizes a high power strobe tube
(emitter), which is located in or on the vehicle and generates
light pulses at a predetermined rate, typically 10 Hz or 14 Hz. A
receiver, which includes a photodetector and associated
electronics, is typically mounted on the mast arm located at the
intersection and produces a series of voltage pulses, the number of
which are proportional to the intensity of light pulses received
from the emitter. The emitter generates sufficient radiant power to
be detected from over 2500 feet away. The conventional strobe tube
emitter generates broad spectrum light. However, an optical filter
is used on the detector to restrict its sensitivity to light only
in the near infrared (IR) spectrum. This minimizes interference
from other sources of light.
Intensity levels are associated with each intersection approach to
determine when a detected vehicle is within range of the
intersection. Vehicles with valid security codes and a sufficient
intensity level are reviewed with other detected vehicles to
determine the highest priority vehicle. Vehicles of equivalent
priority are selected in a first come, first served manner. A
preemption request is issued to the controller for the approach
direction with the highest priority vehicle travelling on it.
Another common system in use today is the OPTICOM GPS priority
control system. This system utilizes a GPS receiver in the vehicle
to determine location, speed and heading of the vehicle. The
information is combined with security coding information that
consists of an agency identifier, vehicle class, and vehicle ID,
and is broadcast via a proprietary 2.4 GHz radio.
An equivalent 2.4 GHz radio located at the intersection along with
associated electronics receives the broadcasted vehicle
information. Approaches to the intersection are mapped using either
collected GPS readings from a vehicle traversing the approaches or
using location information taken from a map database. The vehicle
location and direction are used to determine on which of the mapped
approaches the vehicle is approaching toward the intersection and
the relative proximity to it. The speed and location of the vehicle
are used to determine the estimated time of arrival (ETA) at the
intersection and the travel distance from the intersection. ETA and
travel distances are associated with each intersection approach to
determine when a detected vehicle is within range of the
intersection and therefore a preemption candidate. Preemption
candidates with valid security codes are reviewed with other
detected vehicles to determine the highest priority vehicle.
Vehicles of equivalent priority are selected in a first come, first
served manner. A preemption request is issued to the controller for
the approach direction with the highest priority vehicle travelling
on it.
With metropolitan wide networks becoming more prevalent, additional
means for detecting vehicles via wired networks, such as Ethernet
or fiber optics, and wireless networks, such as cellular, Mesh or
802.11b/g, may be available. With network connectivity to the
intersection, vehicle tracking information may be delivered over a
network medium. In this instance, the vehicle location is either
broadcast by the vehicle itself over the network or it may be
broadcast by an intermediary gateway on the network that bridges
between, for example, a wireless medium used by the vehicle and a
wired network on which the intersection electronics reside. In this
case, the vehicle or an intermediary reports, via the network, the
vehicle's security information, location, speed and heading along
with the current time on the vehicle, to centrally sited software
and hardware systems or to intersection devices on the network. The
vehicle information is evaluated using approach maps as described
in the Opticom GPS system. The security coding could be identical
to the Opticom GPS system or employ another coding scheme.
SUMMARY
A disclosed method includes inputting to a conditional preemption
circuit, values of a plurality of incident parameters that include
at least a vehicle unit identifier of a vehicle unit and an
incident priority that describes an incident. The method includes
determining by the conditional preemption circuit, a vehicle class
based on one or more of the plurality of incident parameters. The
method determines in response to a preemption request communicated
from the vehicle unit, whether or not the vehicle unit qualifies
for preemption at one or more intersections based at least on the
vehicle class, location of the vehicle, and heading of the vehicle
unit specified in the preemption request. The method includes
communicating phase selection signals to traffic signal control
circuitry at the one or more intersections in response to
determining that the vehicle unit qualifies for preemption at the
one or more intersections.
A disclosed system includes a computer system having one or more
processors and memory configured with instructions that when
executed cause the one or more processors to input values of a
plurality of incident parameters that include at least a vehicle
unit identifier of a vehicle unit and an incident priority that
describes an incident. The one or more processors determine a
vehicle class based on one or more of the plurality of incident
parameters. The one or more processors determine, in response to a
preemption request communicated from the vehicle unit, whether or
not the vehicle unit qualifies for preemption at one or more
intersections based at least on the vehicle class, location of the
vehicle, and heading of the vehicle unit specified in the
preemption request. The one or more processors communicate phase
selection signals to traffic signal control circuitry at the one or
more intersections in response to determining that the vehicle unit
qualifies for preemption at the one or more intersections.
Other embodiments will be recognized from consideration of the
Detailed Description and Claims, which follow.
BRIEF DESCRIPTION OF THE DRAWINGS
Various aspects and advantages of the disclosed embodiments will
become apparent upon review of the following detailed description
and upon reference to the drawings in which:
FIG. 1 shows a distributed approach for configuring traffic signal
preemption modes of vehicles based on incident parameters;
FIG. 2 shows a centralized approach for configuring traffic signal
preemption modes of vehicles based on incident parameters;
FIG. 3 shows a distributed approach for configuring classifications
of vehicles based on incident parameters for controlling traffic
signal preemption;
FIG. 4 shows a centralized approach for configuring classifications
of vehicles based on incident parameters for controlling traffic
signal preemption;
FIG. 5 shows a flowchart of exemplary processes for configuring
traffic signal preemption modes of vehicles based on incident
parameters;
FIG. 6 shows a flowchart of exemplary processes for configuring
classifications of vehicles based on incident parameters for
controlling traffic signal preemption;
FIG. 7 shows an exemplary data structure for specification of
preemption triggers; and
FIG. 8 shows an exemplary user interface for specifying preemption
triggers consistent with the exemplary data structure of FIG.
7.
DETAILED DESCRIPTION OF THE DRAWINGS
In the following description, numerous specific details are set
forth to describe specific examples presented herein. It should be
apparent, however, to one skilled in the art, that one or more
other examples and/or variations of these examples may be practiced
without all the specific details given below. In other instances,
well known features have not been described in detail so as not to
obscure the description of the examples herein. For ease of
illustration, the same reference numerals may be used in different
diagrams to refer to the same elements or additional instances of
the same element.
Equipment for controlling traffic signals at an intersection
generally includes an intersection controller that cycles through
the green, yellow, and red phases of a traffic light and a phase
selector that receives identification and tracking information from
vehicles. The phase selector determines when to submit a preemption
or priority control request to the traffic controller based on the
ETA and/or distance between the associated vehicle and the
intersection. In response to a preemption or priority control
request the intersection controller can deviate from timed phases
and extend the duration of a green phase or truncate the duration
of a red phase in order to reduce or eliminate the stop time at the
intersection for associated vehicles.
The disclosed approaches for managing traffic signal preemption
enable traffic signal preemption to be dynamically turned on and
turned off, or preemption priority dynamically changed for
individual vehicles. That is, in response to reporting of a first
type of incident a vehicle (or class of vehicle) can be assigned
one preemption priority, and in response to reporting of a second
type of incident, the same vehicle (or vehicles in the same class)
can be can be turned off or assigned a different preemption
priority. For example, emergency vehicle preemption (EVP) can be
turned on and turned off for a particular vehicle or class of
vehicles based on an incident priority, an incident type, the
status of a vehicle unit, and/or the type of vehicle carrying the
vehicle unit. The vehicle unit can be an on-board vehicle computer
that is programmed to initiate preemption requests according to the
processes described herein.
Examples of different incidents can include general facility
alarms, burglaries, crashes, general disturbances, domestic
disturbances, fires, hazmat emergencies, and medical emergencies.
When a dispatcher generates an incident report, a priority level
can be assigned to the incident, and different priority levels can
be used to trigger different preemption modes. Examples of vehicle
types that may request preemption in responding to different
incidents can include police squad cars, S.W.A.T vehicles,
firefighting apparatus, hazmat vehicles, search and rescue
vehicles, ambulances, public utility vehicles, tow trucks, etc.
Preemption modes of non-emergency vehicles can also be dynamically
configured based on incident parameters. For example, public
transit vehicles and delivery vehicles can also have preemption
modes changed in response to reports of non-emergency
incidents.
According to the features of one method and system, incident
parameters can be used to conditionally enable and disable
different preemption modes for particular vehicle units. The
preemption modes can include a high mode, which enables traffic
signal preemption for a vehicle, and a probe mode, which
effectively disables traffic signal preemption. An alternative to
probe mode would be an explicit disable mode, which can prevent a
vehicle from issuing requests or cause requests from a vehicle to
be ignored. The high mode can enable generating of EVP requests.
Different preemption modes can have different priorities for
preempting traffic signals. For example, a transit signal priority
(TSP) preemption mode can have a lower priority than an EVP mode,
and a vehicle can have a TSP mode for some incidents and probe mode
for other incidents.
According to the features of another method and system, the
classification of a vehicle can be dynamically changed based on
incident parameters, with preemption priority being affected by the
vehicle classification. In response to incident parameters that
include at least a vehicle unit identifier of a vehicle unit and an
incident priority, a conditional preemption circuit determines a
vehicle class to assign to the identified vehicle unit based on one
or more of the incident parameters. In response to a preemption
request communicated from or generated externally for a vehicle
unit, the system determines whether or not the vehicle qualifies
for preemption at one or more intersections based at least on the
vehicle class, location of the vehicle, and heading of the vehicle
specified in the preemption request. In response to determining
that the vehicle qualifies for preemption at the one or more
intersections, phase selection signals are communicated to traffic
signal control circuitry, such as phase selectors and/or
intersection controllers at the one or more intersections.
FIG. 1 shows a distributed approach for configuring traffic signal
preemption modes of vehicles based on incident parameters. The
system of FIG. 1 includes multiple arrangements of intersection
components 102, multiple arrangements of vehicle components 104, a
centralized management system 106, and a computer aided dispatch
(CAD) system 108. The arrangements of intersection components can
be disposed at respective intersections, and the arrangements of
vehicle components 104 can be disposed in respective vehicles, such
as emergency, transit, or delivery vehicles.
The arrangements of vehicle components 104 can be individually
configured with a preemption mode, and the preemption mode can be
dynamically determined and changed based on different incidents
occurring at different times.
The desired preemption mode for an incident can be determined and
changed by the conditional preemption module 110, which can be
implemented as software that is part of the centralized management
system 106. The centralized management system can be hosted on a
computer system that has memory and storage circuitry, one or more
processors configured to execute the software, and communication
interfaces for communicating with vehicle components 104. The
computer system can also have network interfaces for communicating
with the CAD system 108.
The conditional preemption module 110 can be configured to evaluate
incident parameters 116 relative to preemption triggers 112. The
preemption triggers can be specified through a configuration user
interface 114, which can be a component of the centralized
management system. The preemption triggers can specify combinations
of incident parameter values that when detected trigger
configuration of different preemption modes for different vehicles.
In an exemplary implementation, the incident parameters can include
a unit identifier, an incident priority, an incident type, a unit
type, a unit status, and an agency identifier. The unit identifier
can uniquely identify the vehicle being dispatched and can include
an address (e.g., IP address) for communicating with an arrangement
of on-board vehicle components 104. The incident priority can
indicate the degree of urgency with which the dispatched vehicle
should proceed. The number of priority levels can vary according to
implementation requirements. Exemplary incident types can include
alarm, burglary, crash, disturbance, domestic disturbance, fire,
hazmat, and medical. Exemplary unit types can include animal,
detective, patrol, fire, EMS, as well as transit and delivery
vehicles. Exemplary unit status can include available, unavailable,
dispatched, en route, on scene, and off duty. Exemplary agency
identifiers can include police, fire, and transit, for example.
In response to receiving an incident report from the CAD system
108, the conditional preemption module 110 evaluates the values of
the incident parameters against the preemption triggers 112. In
response to a preemption trigger matching the combination of
incident parameter values, the conditional preemption module
communicates a configuration message to the vehicle unit of one of
the arrangements of vehicle components 104 as identified by the
unit identifier specified in the incident report.
According to one implementation, the configuration message can
specify either a high mode or a probe mode. In high mode, traffic
signal preemption is enabled for the vehicle by way of the vehicle
unit 118 issuing EVP requests. In probe mode, traffic signal
preemption is effectively disabled for the vehicle by way of the
vehicle unit 118 issuing probe requests. EVP requests are given
priority by the phase selector 120 over other competing requests,
such as transit signal priority (TSP) requests. Probe requests are
not evaluated by the phase selector for interrupting phases of the
traffic signals 122. Rather, for a probe request the phase selector
logs data associated with the probe request, such as a date and
time stamp, requester identifier, etc. By logging data and not
interrupting the traffic signal phase in response to a probe
request, preemption is effectively disabled.
In alternative implementations, one or more additional preemption
modes can be provided to configure the vehicle unit 118. That is,
the available preemption modes need not be limited to high mode and
probe mode. Exemplary additional preemption modes could be a mode
that configures the vehicle unit to issue TSP preemption requests
and/or a mode that prevents issuing of requests by or for a
vehicle.
Each arrangement of vehicle components 104 can include a vehicle
unit 118, an infrared (IR) light emitter 123 and/or an RF
transceiver 124. The arrangement can further include global
positioning system (GPS) modules (not shown). The IR emitter can
issue preemption requests encoded as IR signals for IR-based
preemption controls consistent with recognized systems. The RF
transceiver can issue preemption requests encoded as radio signals
for GPS based preemption controls consistent with recognized
systems. The preemption requests can be issued to one or more
in-range intersections. Examples of the vehicle modules 123 and 124
are those of the OPTICOM emitter-based system and the OPTICOM GPS
priority control system. The vehicle components can include a
cellular communications interface 126, which is coupled to the
vehicle unit 118, for communicating with the conditional preemption
module 110.
The intersection components 102 can include IR detector circuitry
128 and/or radio transceiver circuitry 130. The IR detector
receives IR-encoded preemption requests, and the RF transceiver
receives RF encoded preemption requests. The preemption requests
are evaluated and prioritized by the phase selector 120. The phase
selector, which can be implemented on a microprocessor or as
programmable logic, provides phase control signals to the
intersection controller 132, which controls the phases (the phases
including a green phase, a yellow phase, and a red phase, for
example) of the traffic signals 122. The phase selector 120 can be
configured to select one preemption candidate from a set of
preemption candidates for signaling the intersection controller 132
to preempt the phases of the traffic signals. The selection of the
preemption candidate is made based on a variety of factors such as
relative priorities based on vehicle classifications, ages of the
requests, and the approach of an in-progress preemption request in
combination with the approaches associated with the preemption
candidates.
As an alternative to the distributed approach to configuring
preemption modes of vehicles as shown in FIG. 1, the preemption
modes of vehicles can be centrally managed.
FIG. 2 shows a centralized approach for configuring traffic signal
preemption modes of vehicles based on incident parameters. In the
centralized approach, the configuration of preemption modes of
vehicles is maintained by the centralized management system 200
rather than at the vehicles, and the centralized management system
determines whether or not to issue preemption requests to
intersections.
In response to receiving an incident report from the CAD system
108, the conditional preemption module 202 evaluates the values of
the incident parameters against the preemption triggers 112. In
response to a preemption trigger matching the combination of
incident parameter values, the conditional preemption module
associates the preemption mode of the trigger with the vehicle
identified by the incident report. The associations between
vehicles and preemption modes can be maintained in a table stored
in memory of the centralized management system, for example.
Vehicle data sets are sent from the arrangements of vehicle
components 204, and the data sets are provided from the conditional
preemption module to the priority request generator 206. The
conditional preemption module can receive the vehicle data sets
directly from the arrangements of vehicle components or from the
CAD system 108. Each vehicle data set can include a vehicle
identifier, a position, speed, and a heading.
The priority request generator determines which intersection(s) for
which the vehicle is eligible to preempt the traffic signals, such
as by comparing the vehicle location and heading to approach maps
defined for the intersections. For each intersection for which the
vehicle is eligible for preemption, the priority request generator
communicates a preemption request to traffic signal control
circuitry at the intersection. The request(s) to the intersection
specify the preemption mode, which effectively either enables or
disables preemption. If the priority request generator determines
that the vehicle is not eligible for preemption, the priority
request generator sends no request.
In some implementations, the priority request generator can
prioritize vehicles competing for preemption at an intersection and
select one of the vehicles and generate a preemption to the
intersection controller 132 at the intersection. In other
implementations, the intersections can have phase selectors that
prioritize and select from competing preemption requests, and the
priority request generator can send preemption requests to the
phase selectors for processing.
In response to a vehicle data set sent from a vehicle unit 218, the
conditional preemption module 202 looks-up the preemption mode
associated with the vehicle identified in the data set. The
conditional preemption module communicates the information from the
data set and the preemption mode (e.g., high, probe etc.) to the
priority request generator 206. Based on the position and heading
information in the data set and approach maps defined for the
intersections, the priority request generator determines which
intersection(s), if any, to which a request (EVP, TSP, or probe
request) should be sent. The priority request generator then
communicates the request to the intersection(s) determined to have
approach maps that encompass the vehicle. Traffic signal preemption
at an intersection is effectively enabled with the priority request
generator determining which intersection(s) is in range and the
associated preemption mode being high, or some mode other than
probe which can cause a change in signal phase. Traffic signal
preemption at an intersection is effectively disabled with the
priority request generator determining which intersection(s) is in
range and the associated preemption mode being probe, or some mode
other that cannot cause a change in signal phase.
Each arrangement of vehicle components 204 can include a vehicle
unit 218 and interface circuitry 226 that provides a communication
channel between the vehicle unit and either the CAD system 108 or
the conditional preemption module 202. The interface circuitry 226
can provide a cellular communications interface or a WIFI interface
to a city-wide or regional network. The arrangement 204 can further
include global positioning system (GPS) modules (not shown).
The intersection components 230 can include interface circuitry
232, which supports a communications channel between the
intersection controller 132 and the priority request generator 206.
The interface circuitry 232 can provide a cellular communications
interface or a WIFI interface to a city-wide or regional network.
In some implementations, the priority request generator evaluates
and prioritizes preemption requests for instructing the
intersection controller 132 to change signal phases. Multiple
processes (not shown) executing on the computer system that hosts
the centralized management system 200 can implement phase selector
functions for associated intersections. In other implementations,
the intersection components can include a phase selector (not
shown) that evaluates and prioritizes preemption requests, as
described above.
FIGS. 1 and 2 show exemplary approaches in which traffic signal
preemption can be enabled and disabled by triggering on incident
parameters to configure individual preemption modes for different
vehicles. In some systems that support traffic signal preemption,
vehicle classifications are used to prioritize preemption requests.
FIGS. 3 and 4 show exemplary approaches in which traffic signal
preemption can be enabled and disabled by triggering on incident
parameters to configure vehicle classifications for different
vehicles.
FIG. 3 shows a distributed approach for configuring classifications
of vehicles based on incident parameters for controlling traffic
signal preemption. The arrangements of vehicle components 104 can
be individually configured with a vehicle classification, and the
vehicle classification can be dynamically determined and changed
based on different incidents occurring at different times.
The desired vehicle classification for an incident can be
determined and changed by the conditional preemption module 302,
which can be implemented as software that is part of the
centralized management system 106. The conditional preemption
module 302 can be configured to evaluate incident parameters 116
relative to preemption triggers 304. The preemption triggers can be
specified through a configuration user interface 114, which can be
a component of the centralized management system. The preemption
triggers can specify combinations of incident parameter values that
when detected trigger configuration of different vehicle
classifications for different vehicles.
In response to receiving an incident report from the CAD system
108, the conditional preemption module 302 evaluates the values of
the incident parameters against the preemption triggers 304. In
response to a preemption trigger matching the combination of
incident parameter values in the incident report, the conditional
preemption module communicates a configuration message to the
vehicle unit of one of the arrangements of vehicle components 104
as identified by the unit identifier specified in the incident
report.
The configuration message can specify a vehicle classification that
the vehicle unit 118 stores in a memory and includes in preemption
requests to the arrangements of intersection components 102.
The vehicle classification in a preemption request can be used by
the phase selector 120 to determine whether or not the vehicle
qualifies for preemption based on the vehicle class, location of
the vehicle, and heading of the vehicle specified in the preemption
request, and to prioritize requests from different vehicles. For
example, the classes of vehicles can include police, fire, EMT, and
transit. If a fire vehicle and a transit vehicle have both
transmitted preemption requests from different approaches to the
same intersection, the phase selector can preempt the traffic
signals at the intersection in favor of the fire vehicle over the
transit vehicle. The phase selector communicates phase selection
signals to traffic signal controller 132 in response to determining
that the vehicle qualifies for preemption at the intersection.
The disclosed features may be useful to dynamically increase or
decrease the relative preemption priorities given to vehicles for
different incidents. As an alternative to the distributed approach
to configuring vehicle classifications as shown in FIG. 3, the
vehicle classifications can be centrally managed.
FIG. 4 shows a centralized approach for configuring classifications
of vehicles based on incident parameters for controlling traffic
signal preemption. In the centralized approach, the configuration
of vehicle classifications is maintained by the centralized
management system 200 rather than at the vehicles. The centralized
management system can determine whether or not to issue preemption
requests to intersections.
In response to receiving an incident report from the CAD system
108, the conditional preemption module 402 evaluates the values of
the incident parameters against the preemption triggers 404. In
response to a preemption trigger matching the combination of
incident parameter values, the conditional preemption module
associates the vehicle classification of the trigger with the
vehicle identified by the incident report. The associations between
vehicles and vehicle classifications can be maintained in a table
stored in memory of the centralized management system, for
example.
Vehicle data sets are sent from the arrangements of vehicle
components 204, and the data sets are provided from the conditional
preemption module 402 to the priority request generator 406. The
conditional preemption module can receive the vehicle data sets
directly from the arrangements of vehicle components or from the
CAD system 108. Each vehicle data set can include a vehicle
identifier, a position, and a heading.
In response to a vehicle data set sent from a vehicle unit 218, the
conditional preemption module 402 looks-up the vehicle
classification associated with the vehicle identified in the data
set. The conditional preemption module communicates the information
from the vehicle data set and the vehicle classification to the
priority request generator 406. Based on the position, speed, and
heading information in the vehicle data set and approach maps
defined for the intersections, the priority request generator
determines which intersection(s), if any, to which a request (EVP,
TSP, or probe request) should be sent. The priority request
generator prioritizes requests according to the vehicle
classification.
The vehicle classification indicates to the priority request
generator how a preemption request for that vehicle is to be
prioritized. For example, a police vehicle can transmit a vehicle
data set, and ordinarily an EVP level preemption request would be
generated based on a static vehicle classification. However, with
the dynamic vehicle classification approach, the vehicle data set
from a police vehicle can be prioritized at the same level as a
vehicle data set from a transit vehicle depending on the configured
classification. Alternatively, EVP level preemption requests can
always have priority over TSP requests, with adjusted vehicle
classifications used to control priority between competing EVP
requests. The priority request generator communicates a
preemption/priority request to the intersection(s) determined to
have approach maps that encompass the vehicle.
Multiple processes (not shown) executing on the computer system
that hosts the centralized management system 200 can implement
phase selector functions for associated intersections. In other
implementations, the intersection components 230 can include a
phase selector (not shown) that evaluates and prioritizes
preemption requests, as described above.
FIG. 5 shows a flowchart of exemplary processes for configuring
traffic signal preemption modes of vehicles based on incident
parameters. At block 502, the conditional preemption module
receives an incident report that has parameter values that describe
the incident and identify a dispatched vehicle. The parameters
include at least an incident priority that describes an incident
and a vehicle unit identifier of a vehicle unit, which is aboard a
vehicle dispatched to the incident.
At block 504, the conditional preemption module determines a
preemption mode for the vehicle associated with the vehicle unit
identifier. The conditional preemption module evaluates the
preemption triggers, which use one or more of the incident
parameter values. According to an exemplary approach, the default
preemption mode of a vehicle is probe mode, and if a trigger
matches the incident parameter values, the preemption mode is
changed to high. In an alternative approach, each preemption
trigger can specify a preemption mode to allow for more preemption
modes than high and probe. In an exemplary approach, each
preemption trigger is a Boolean expression referencing incident
parameters and values, and if the expression evaluates the true,
the preemption trigger is deemed to match the parameter values.
At decision block 506, the conditional preemption circuit
determines whether or not any of the preemption triggers evaluated
to true. If so, at block 508 the high preemption mode is selected,
which effectively enables traffic signal preemption for the vehicle
unit once the mode is configured. Otherwise, at block 510 the probe
preemption mode is selected, which effectively disables traffic
signal preemption for the vehicle unit when the mode is so
configured. In approaches involving more than high and probe modes,
at block 508 the preemption mode specified by the preemption
trigger can be selected as the preemption mode.
A timer can be used to limit the duration for which preemption is
enabled for a vehicle. A timer can be associated with each vehicle.
At block 512, if the preemption mode is set to high, the timer is
reset. Blocks 518, 520, and 522 show the processing associated with
a timer.
For a distributed approach as exemplified in FIG. 1, at block 514,
the conditional preemption module generates and sends a
configuration message to the vehicle unit identified by incident
parameters. For a centralized approach as exemplified in FIG. 2, at
block 516 the conditional preemption module communicates vehicle
information (unit identifier, location, and heading when a
preemption request is received from a vehicle) and the mode to the
priority request generator. For the centralized approach, probe
requests need not be sent to the intersection, though the requests
can be useful for logging. In one implementation, as the vehicle
approaches the intersection the mode can be high, and when the
vehicle reaches some point within the approach to the intersection
the mode can be transitioned to probe.
At block 518, the timer is reset, and decision block 520 repeats
until the timer expires. In an exemplary implementation, the
configured preemption mode (e.g., high) of a vehicle unit remains
for 10 minutes if no further requests are received to reset the
timer. Once the timer expires, at block 522 the preemption mode is
assigned probe, and the vehicle unit is configured with the probe
mode according to one of blocks 514 or 516.
FIG. 6 shows a flowchart of exemplary processes for configuring
classifications of vehicles based on incident parameters for
controlling traffic signal preemption.
At block 602, the conditional preemption module receives an
incident report that has parameter values that describe the
incident and identify a dispatched vehicle. The parameters include
at least an incident priority that describes an incident and a
vehicle unit identifier of a vehicle unit, which is aboard a
vehicle dispatched to the incident.
At block 604, the conditional preemption module determines a
vehicle classification for the vehicle associated with the vehicle
unit identifier. The conditional preemption module evaluates the
preemption triggers, which use one or more of the incident
parameter values. According to an exemplary approach, the default
vehicle classification of a vehicle can be a vehicle classification
having the lowest preemption priority, and if a trigger matches the
incident parameter values, the vehicle classification is changed to
the vehicle classification having the highest preemption priority.
In an alternative approach, each preemption trigger can specify a
vehicle classification to allow for more vehicle classifications
than highest and lowest preemption priorities. In an exemplary
approach, each preemption trigger is a Boolean expression
referencing incident parameters and values, and if the expression
evaluates the true, the preemption trigger is deemed to match the
parameter values.
At decision block 606, the conditional preemption circuit
determines whether or not any of the preemption triggers evaluated
to true. If so, at block 608 the vehicle classification code is
assigned to the identified vehicle unit, which can effectively
enable or disable traffic signal preemption for the vehicle unit
once the vehicle classification is configured. Otherwise, the
process returns to block 602 to wait for the next incident
report.
A timer can be used to limit the duration for which preemption is
enabled for a vehicle. A timer can be associated with each vehicle.
At block 610, if a preemption trigger evaluated to true, the timer
is reset. Blocks 616, 618, and 620 show the processing associated
with a timer.
For a distributed approach as exemplified in FIG. 3, at block 612,
the conditional preemption module generates and sends a
configuration message to the vehicle unit identified by incident
parameters. For a centralized approach as exemplified in FIG. 4, at
block 614 conditional preemption module communicates vehicle
information (unit identifier, location, and heading when a
preemption request is received from a vehicle) and the vehicle
classification to the priority request generator.
At block 616, the timer is reset, and decision block 618 repeats
until the timer expires. In an exemplary implementation, the
configured vehicle classification of a vehicle unit remains for 10
minutes if no further requests are received to reset the timer.
Once the timer expires, at block 522 the vehicle classification is
assigned the default vehicle classification, and the vehicle unit
is configured with the default vehicle classification according to
one of blocks 612 or 614.
FIG. 7 shows an exemplary data structure for specification of
preemption triggers. Trigger A and Trigger B are examples of two
preemption triggers. Each trigger can include one or more
activators that together specify a Boolean expression. Multiple
activators can be linked by an AND or an OR operator (or "link").
Each activator specifies one of the incident parameters ("field"),
an operator (equal to or not equal to), and one or more values
("members").
Trigger A is shown as having two activators, "AA" and "AB," and
trigger B is shown has having two activators, "BA" and "BB." Though
the exemplary triggers each have two activators, an activator can
have N activators for N.gtoreq.1.
The field of an activator can be any of the parameters of an
incident report, such as the exemplary unit identifier, incident
priority, incident type, unit type, unit status, and agency
identifier. The member(s) in an activator can be any value deemed
by system management personnel to be relevant. Examples of members
for the fields are those parameter values described above for the
unit identifier, incident priority, incident type, unit type, unit
status, and agency identifier.
An activator evaluates to true if the parameter value in the
incident report matches any of the specified members, with a match
being defined by the specified operator (= or !=). According to one
implementation, activators in a trigger are not grouped when
evaluating. Thus, using a combination of AND links and OR links
between activators in a trigger should be avoided. Instead,
separate triggers can be used to detect the desired alternative
trigger conditions.
FIG. 8 shows an exemplary user interface for specifying preemption
triggers consistent with the exemplary data structure of FIG.
7.
A preemption trigger can be created by selecting the plus button
802. An activator can be created in the trigger by selecting the
plus button 804. The exemplary preemption trigger has two
activators linked by an AND operator. The first activator specifies
the "IncidentPriority" parameter as the field 806 of the activator,
and a pull-down menu can be used to select parameter. The specified
operator of the activator is equal-to, which in the user interface
is shown as the "Is." The "Is NOT" option can be used to specify a
not-equal-to operator. The specified members of the activator are
the values 1 and 2.
The second activator specifies the "UnitStatus" parameter as the
field 808. The specified operator is equal-to, and the member is
"EN," which can be the parameter value that indicates that the Unit
Status is enabled.
Box 810 of the user interface shows the programmatic specification
resulting from the GUI specification of the preemption trigger
Various blocks, modules, devices, systems, units, controllers,
generators or engines can be implemented to carry out one or more
of the operations and activities described herein and/or shown in
the figures. In these contexts, a block, module, device, system,
unit, generator, or controller is a circuit that carries out one or
more of the disclosed or related operations/activities. For
example, in certain of the above-discussed implementations, one or
more blocks, modules, devices, systems, units, generators or
controllers are discrete logic circuits or programmable circuits
configured and arranged for implementing these
operations/activities. The programmable circuitry can be one or
more computer circuits programmed to execute a set (or sets) of
instructions (and/or configuration data). The instructions (and/or
configuration data) can be in the form of firmware or software
stored in and accessible from a memory (circuit).
Some implementations are directed to a computer program product
(e.g., nonvolatile memory device), which includes a machine or
computer-readable medium having stored thereon instructions which
may be executed by a computer (or other electronic device) to
perform these operations/activities.
Though aspects and features may in some cases be described in
individual figures, it will be appreciated that features from one
figure can be combined with features of another figure even though
the combination is not explicitly shown or explicitly described as
a combination.
The embodiments are thought to be applicable to a variety of
systems for controlling traffic signal phases. Other aspects and
embodiments will be apparent to those skilled in the art from
consideration of the specification. The embodiments may be
implemented as one or more processors configured to execute
software, as an application specific integrated circuit (ASIC), or
as a logic on a programmable logic device. It is intended that the
specification and illustrated embodiments be considered as examples
only, with a true scope of the invention being indicated by the
following claims.
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